Snow-removing flanger.



No. 722,187. PATENTED MAR. 3, 1903. J. W. RUSSELL.

SNOW REMOVING FL ANGER. APPLICATION FILED APR. 28. 1902. N0 MODEL. 4 sums-sum 1.

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No. 722,187. PATENTED MAR. s, 1903.

J. W. RUSSELL.

SNOW REMOVING FLANGER.

APPLICATION FILED APR. 28- 1902.

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No. 722,187. PATENTED MAB. 3, 1903.

. J. W. RUSSELL. SNOW REMOVING FLANGBR.

APPLICATION FILED APR 28, 1902.

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No. 722,187; v PATENTBD MAR. s, 1903. J. W. RUSSELL.

SNOW REMOVING FLANGBR.

APPLICATION FILED APR. 2a. 1902.

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JAMES WILLIAM RUSSELL, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO RUSSELL CAR AND SNO W-PLOW COMPANY, A CORPORATION OF MAINE.

SNOW-REMOVING FLANGER.

SPECIFICATION forming part of Letters Patent No. 722,187, dated March 3, 1903.

Application filed April 28, 1902. Serial lilo-105,093. (No model.)

To all whmn it Wtcty concern:

Be it known that 1, JAMES WILLIAM RUS- SELL, a citizen of the United States,and a resident of Boston, in the county of Sufiolk and State of lllassachusetts,have invented certain new and useful Improvements in Snow-Removing Flangers, of which the following is a full, clear, and exact description.

My invention relates to snow-removing apparatus of the form to which the term flangers has been applied, and is usually designed to be supplementary to and to be used in connection with regular railway snowplows, although it is equally applicable to a special form of car-body not composing a snow-plow.

Many of the features shown in this application are not more fully described and claimed here because constituting the subject-matter of my companion application Serial No. 81,682, filed November 9, 1901, the latter being mainly a disclosure of the specific features of construction of the dangersections, while my present application covers principally an arrangement of parts and operative elements whereby a double-ended fianger is produced.

Referring to the drawings forming part of this specification, Figure l is a side sectional elevation of a car or plow body, showing the flangers themselves in perspective, but the Hanger-operating mechanism in elevation. Fig. 2 is a sectional plan view of the same, but with part of the car-floor broken away and the danger-operating mechanism of the exposed flangers removed. Fig. 3 is a transverse sectional elevation of a car or plow body, showing certain parts of myapparatus in place therein. Fig. ":l: is a sectional plan viewof a part of said body, showing certain elements of my invention located therein. Fig. 5 is a side sectional elevation of said body, showing the greater part of myapparatusin place therein. Fig. 6 is a sectional plan view of the body with certain parts broken away and showing the compressed-air tank and certain connections.

As shown in Fig. 2, the plow or car body .heavy steel plates 3.

flanger has its floor 1 supported by numerous longitudinal timbers or sills 1". To the under sides of these sills I bolt the heavy cast-iron brackets 2 2? 2". On the front and rear faces of these brackets I secure the These four plates 3 thus form an approximately diamond shape,

--with the obtuse corners in the'longitudinal section-line of the plowbody. Vertically movable upon the faces of these plates, but separated therefrom by suitable rubbingstrips, are the fianger-plates 4., each separate from the other and provided with the scraperblades 5, 6, and 7'and the fender 8, as set forth in my companion application, Serial No. 81,682. a

The novelty of my present invention comprises the double-endedarrangement of the fiangers and of the apparatus for operating the same, the operating power consisting of compressed air.

Each fiangerplate is supported by the straddle-bars 15, the upper ends of which are obliquely twisted and united and pivoted to the end of the lever 10. As shown in Fig. 2, said levers 10 are located in parallel lines extending lengthwise of the plow-body, so that the levers of the pair of ilangers at one side of the plow-body are in the same vertical plane. Each said lever is pivoted near its center between the supports 11 and is provided with a rod 16 and helical spring 17, constructed to substantially counterbalance the flanger-section supported by its lever. Beside the fulcrum-supports 11, there is a strap-iron lock guide-post 12 for each lever 10,.having a pin-hole 13 located to coincide with a similar hole in the lever whenever the latter is moved to raise its danger-plate to its highest point above the track-rails. The danger-plate being thus raised can be retained in such inoperative position by simply introducing a lockingpin 14 through the alined pin-holes.

Each pair of levers 10, although in the same vertical plane as above described, are made of proper lengths to nearly but not quite contact, and Vertically above such point of nearest approach, but not far below the roof 1,

is a compressed-air cylinder 20, whose pistonrod 21 is designed to be connected with either of the two levers beneath by means of the offset connecting-rod 22. This rod 22 is constructed to be thus joined to either lever by simply removing the pins 23 24:, turning the said rod around to present its lower end to the other lever and then returning said pins. In this manner a single air-cylinder is made to control two flanger-plates, for it is evident that when the plow-body is going in one direction only the fianger-plates are operated which are located at the correspond-- ing end of the machine, while those at the rear thereof are fastened up in an inopera tive position. Hence it is never necessary to use more than two flanger-operating cylinders at a time, and by rendering it possible, as above described, to shift these two cylinders into control of all four Hanger-plate sections I am enabled to greatly reduce the cost of the apparatus and at the same time lessen its complication and liability to disarrangement.

As shown in Fig. 1, I fix an oak block 18 beneath the inner ends of the levers 10 for the purpose of receiving the impact of said levers when thefianger-sections are raised, and thereby preventing added strain upon said levers. Were said blocks removed the downward stroke of the cylinder pistons would be limited only by the upward movement of the Hanger-sections. Consequently there would be constant successions of blows upon said levers, tending to fracture them at their pivotal points.

The construction above described of the pivotal supports of the levers 10 and which is illustrated in Figs. :2 and 5 has been further improved upon and shown in Fig. 1. Such improvement consists in making in a single piece the two parts 11 and 12, thereby providing each lever 10 with a single strapiron fulcrum-support 11 of extra width and locating the lever-fulcrum pin near one side of the same and the pin-hole 13 near the other side or edge. This construction is simpler to make, more economical in material, since the one combined can be narrower than the two together, and saving in bolts. More important, however, is the fact that the one wide combined lock-fulcrum support is more strongly braced than the two together to resist being rocked upon the block 19 in the plane of the lever 10.

Inasmuch as but one pair of danger-sections is used at a time in accordance as to whether the snow-plow is moving forward or backward, it is unnecessary to have the brackets 2 much stronger or larger than is needed to support a single fianger. Hence the two pairs, the front-facing and the rearfacing flangers, can be brought close together, as shown in Fig. 2, and practically the only needed bracket above what is required for a single front-facing danger is the additional bracket 2 for each of the two sections of the rear-facing flangers.

In Figs. 3, 4, and 5 is shown the air-controlling valve 30, with its handle 31 conveniently located in the lookout 1 of the snowplow to permit the man in charge to manipulate said handle while standing upon the raised platform 50 and keeping a sharp watch through the windows of the lookout. This valve is so supported as to locate its stem in a horizontal line transverse of the car or plow body and to hence permit its operating-handle 31 to swing in a vertical longitudinal plane. This positioning permits the pipes from and to the Hanger-operating cylinders 20 to enter directly into said valve from the direction of the side of the car with the least possible number of fittings. Moreover, the above-described arrangement of the operating-handle is such as to render its movements similar in directions to those of the dangers, so that when said handle is pressed down the flanger descends, and when the handle is raised the flanger rises. This correspondence in motions renders it practicallyimpossible that the operator can become confused and move the handle in the wrong direction whenever, under the excitement of a sudden emergency, it becomes necessary toinstantly raise the dangers out of contact with the track. This also does away with any necessity for an indicator to visually show the operator the position of the fianger.

The compressed air for operating the flangers is received from the reservoir 36, through the pipe 35, to said valve 30, and

' from said valve is conveyed through the pipe 27 and branches 26 to the under end of the two cylinders 20 whenever the fianger is to be pressed down to" the track, while the exhaust therefrom comes through the branches 25 to the pipe 28 to the said valve and thence through the exhaust-pipe 29 to any suitable point of discharge. By shifting the handle 31 to its upper position the air is reversed in direction through said pipes 27 26 25 28, and so raises the fianger.

A suitable pressure-gage 33, connected to the supply-pipe 36, keeps the operator constantly informed as to the condition of the air in the reservoir.

The compressed air with which to operate the fiangers I take from the regular trainline pipe 40 of the standard air-brake appliance in common use, and thereby require no extra fittings upon the locomotive pushing the plow. To do this and not interfere with the air-brake arrangement has never been, to my knowledge, perfectly accomplished until now. I have accomplished it in the following manner: The reference-n umer'al 40 designates the train-line pipe from the rear of the car or plow, Where it couples with the locomotive. 46 is the standard air-brake reservoir; 47, the pipe to the triple valve of said reservoir; 48, the strainer in said pipe 40 as commonly used, and all is a cut-out cock in said pipe 40 in order to fully cut out the airbrake appliance when for any reason it is not used. 42 is the pipe from the train-line pipe 40 at a point in the rear of the air-brake appliance or, in other words, at a point nearer the air-supply of the pipe 40. Said pipe 42 rises through the floor 1 and connects with the pipe 37;- to the main reservoir 36. 43 is a cut-out cook; 37, a smaller pipe from the pipe 40 to the pipe 37. 39, a check-valve, and 49 a stop-cock. 44: is a small pipe from the bottom of the air-brake reservoir 46 and rising above the floor of the car and connected to the pipe 37-}, a stop-cock 45 being provided for said pipe 4%.

To supply the reservoir 36 with air under normal conditions-t'. 6., when the air-brake is in usea limited amount of air is taken from the reservoir 46 through the pipe 44, the cook 45 being open; but as the supply of air which can be safely drawn from said reservoir 46 without setting the brakes is insufficient to operate the flanger I obtain addit-ional air from the train-line pipe 40 through the pipe 37, the spring check-valve 39 preventing an undue reduction of pressure in the train-line pipe as compared with that in the brake-reservoir 46.

Should the air-brake appliance get out of order or for any other reason its use be discontinued for a time, then it is cut out by closing the cook 41, while air for the further operation of the fianger is obtained through the by-pass pipe 42 by opening the cock 43, which is normally kept closed. To prevent the air from backing into the reservoir 46, the cocks 49 and 45 should be closed in the pipes 37 and 4:4. This by-pass pipe is also useful for the purpose of quickly filling the reservoir 36 before starting the train, and for refilling said reservoir quickly at any time when the train is not running and when setting the brakes is immaterial.

In view of the fact that the danger is sometimes used upon a conductors van or caboose, which may run many trips without the danger being employed, and also that even when used upon a snow-plow there may be many times when the danger is idle, the stop-cocks 49 45, as well as 43, become of especial value through permitting the pipes 37, 4A, and 4:2 to be tightly closed, so that no air will be pumped into the large reservoir 36 and be otherwise wasted.

The check-valve 38 in the pipe 37% is for the purpose of preventing the air stored in the reservoir 36 from backing out to interfere with the operation of the air-brake. In Fig. 6 the brake-reservoir and so much of the piping as is below the sills or floor are shown in broken lines, all in unbroken lines being above said floor. Prior to this invention most of said piping was located below said floor; but to thus place the same within the car is of advantage in many particulars, such as to better protect them from snow and ice, to

get them out of the reach of those who might be disposed to tamper therewith, to leave room below the sills for brake-rigging, &c., and to have the valves and cocks where they can be easily reached from within the car. By thuslocating said parts above the car-floor another difficulty is, however, run into--that of placing the pipes where they become obstructions in the path of the men in the car. This I have fully overcome by means of a false floor 51, supportedjust above said parts and formed with numerous trap-doors 52, through which to have access to the various valves and cooks. This false floor is inclosed at its front 53 to keep the mens feet from catching beneath the same.

Upon inspection of Fig. 5 and in View of the foregoing explanations it is apparent how convenient my apparatus is for cleaning snow from between the tracks whether the car or plow is runningin one direction or the opposite. With but a moments delay the conmeeting-rods 22 can be disconnected from one set of levers 10 and coupled to the others, while the operator standing upon the platform 50 simply turns about and faces the other end of the lookout. The movement of the operating-handle 31 being an up-and-down one, the operator can manipulate it with absolutely equal facility in whichever direction he is facing. Moreover, he is equally certain of not becoming confused in its operation, since the vertical strokes thereof are just as characteristic in whatever direction he is facing. Prior to my invention Where a horizontally-swinging handle was employed the righthand movement of the lever might indicate a down motion of the flanger, While when he faced in the opposite direction it would be a left-hand swing for the same depression of the. fianger. Hence it was almost impossible not to make a mistake in any sudden emergency. Moreover, my arrangement of the piping and their valves and cocks is such as to permit the Hanger to be perfectly operated by means of compressed air taken from the air-brake appliances, but without endangering the perfect operation of the latter, an object which had been frequently sought by others, but had never been perfectly accomplished until my invention.

I/Vhat I claim as my invention,and for which I desire Letters Patent, is as follows, to Wit:

1. The combination with the car, of the brackets rigidly secured to the under side thereof and having like front and rear faces, fixed plates held by said brackets on said faces, Hanger-sections slidable on said fixed plates, and Hanger-operating mechanism constructed to be connected with either of said flangersections, substantially as described.

2. In a flanger, the combination with the movable fianger-plate, of the straddle-bars supporting the same and having the oblique or twisted joint at their upper extremities,and the operating-lever pivotally supported to swing in a vertical plane parallel with the di- &

rection of travel of the conveyance supporting the flanger, one end of said lever being pivoted in said oblique joint, substantially as described.

3. The combination with the car, of the two separate fianger-sections, and operating-levers therefor swinging in vertical planes parallel with the sides of the car, substantially as described.

4.-. The combination with the car, of the slidable flanger-plates facing in opposite directions, and an operating-lever for each flangerplate; said levers being in the same vertical plane parallel with the sides of the car, substantially as described.

5. The combination with the car, of the flanger-plates comprising the double -end flanger, an operating-lever for each flanger, two levers being near each side of the car and the two levers of each pair having their free ends in close proximity, a cylinder fixed with its axis directly above the point of proximity of each pair of levers, and a connecting-rod from the piston-rod of each cylinder construct ed to be engaged with either of the two levers below it, substantially as described.

6. The combination with the car, of the flanger plates composing the double end fianger, operating-levers therefor extending parallel with the sides of the car and having two thereof at each side of the car with their free ends in close proximity, a cylinder fixed near each side of the car with its axis above the approximate free ends of the two levers below, and the offset connecting-rods depending from the piston-rods of said cylinders and each constructed to be engaged with either of the two levers below it, substantially as described.

7. In a fianger, the combination with the fianger-section and the operating-lever therefor, of the pivotal support for said lever consisting of the broad strap-iron posts having the fulcrum-pin and the removable lockingpin located near opposite edges thereof,whereby the same part serves the functions of a fulcrum, guide and lock, substantially as described.

8. In a flanger, the combination with the fianger-section and the operating-lever therefor,of the cylinder constructed to operate said lever, and the stop-block fixed beneath the inner end of said lever to receive the impact thereof when said cylinder raises said flangersection, substantially as described.

9. In a compressed air operating means for fiangers, the combination with the train-line pipe, and the air-brake reservoir connected therewith, of the flanger-reservoir connected with said pipe and also with said air-brake reservoir, the by-pass pipe leading to said Hanger-reservoir from said train-line pipe,and a cut-out cock for said by-pass pipe, substantially as described.

10. The combination with the train-line pipe, the air-brake reservoir connected therewith, and the flanger-reservoir, of the medium-sized pipe entering the last-named reservoir, and the two smaller pipes joining said larger pipe, one from said train-line pipe and the other from the air-brake reservoir; the one from the train-line pipe being provided with a spring check-valve and a stop-cock, substantially as described.

11. The combination with the train-line pipe, the air-brake reservoir connected therewith, and the flanger-reservoir, of the medium-sized pipe entering the last-named reservoir, and the two smaller pipes joining saidmedium-sized pipe, one from the train-line pipe and the other from the air-brake reservoir, each being provided with a stop-cock, substantially as described.

12. The combination with the train-line pipe, the air-brake reservoir connect-ed therewith,and the danger-reservoirconnected both with said pipe and air-brake reservoir, of the cut-out cock introduced in said train-line pipe at a point between the source of the latters air and the connection with the air-brake reservoir, substantially as described.

13. The combination with the movable flanger and compressed-fluid appliances for its operation, ofa valve controlling the fluid to and from said appliances and having its operating-handle constructed to swing in a vertical plane and to correspond with the fianger in movements, substantially as described.

14:. The combination with acaranda flanger carried thereby, of compressed-fluid operating appliances for said flanger having its piping located just above the flooring of the car, and a false fioor supported immediately above said piping, substantially as described.

15. The combination withacar and a fianger carried thereby, of compressed-fluid operating appliances for said flanger having its piping and valves located immediately above the floor of the car, and a false floor supported just above said piping and having closable openings over the said valves, substantially as described.

In testimony that I claim the foregoing invention I have hereunto set my hand this 26th day of April, 1902.

JAMES WILLIAM RUSSELL.

Witnesses:

A. B. UPHAM, O. E. TILTON. 

